Simplex train control



Sept. 2, 1924.

A. L. RUTHVEN SIMPLEX TRAIN CONTROL sept. 2, 1924. 1,507,431

A. L. RUTHVEN SIMPLEX TRAIN CONTROL y 4 sheets-shut' z 4 o w 7, M u @E WL L m m w L am u. R m .m l www, L. m m A. m S F .l-I v Ill nl. nu. M.2S.; .3.25 Si vamv `m mm 9 m, E E L L L L l .v o J m ,N .w A||||\| n.Ln. Hh @E .b @E

A. L.. RUTHVEN SIMPLEX TRAIN CONTROL Sept. 2 1924.

4 Sheets-Shut 4 I .QN Shaw Patented Sept. 2, 1924.

UNITED STATESl ALFRED L. RUTHVEN, F ROCHESTER, NEW YORK sIMPLEx `'rminvcoN'rRoL.

Application iled March 13, 1922. Serial No. 543,307.

To all whom zt may concern.'

Be it known that I, ALFRED L. RUTHVEN, a citizen of United States,residing at Rochester, in the county of Monroe and State of New York,have invented certain new and useful Improvements in Simplex TrainControls, of which the following is a specification, reference being hadtherein to the accompanying drawing.

The present invention relates to train controlling apparatus, and ismore particularly an improvement over the apparatus disclosed in mycopending applications iiled January 14, 1921, Serial No. 437,288 (nowU. S. Patent No. 1,470,108, dated Oct.

9, 1923), and led September 6, 1921, Serial N o. 498,609. i

It is the object of the invention to provide a train control apparatusof the general kind disclosed in the above-mentioned applications, andimproved generally in the several devices and details forming componentparts of the apparatus.

Qne of the more specific objects of theinvention is the provision ofmeans whereby when a caution signal or similar impulse is received bythevehicle equipment, the vehicle must slow .down below a predeterminedspeed of say fifteen miles per hour, and is prevented from running abovesuch speed for a given distance, such as a block,

in order that the caution or similar condition be maintained through theblock or predetermined distance of the track.

3'5 Another object is the provision in the rail orrails of the track ofisolated or insulated sections, instead of simply insulated joints asdisclosed in the aforesaid applications,

with means for connecting andK disconnect- 4Q ing said isqlated sectionswith the main p0rtions of the rail or rails, in order that the'insulated joints or insulation may be bridged and unbridged for thecontrol of vehicle equipment'in passing the isolated rail sections, andsuch means also connecting the longer sectionsof the rail or railsacross or by bridging the short isolated sections' in order that therail or rails may be used as part of track circuits if necessary ordesirable, without interference by the insulated joints.

A further object is the provision of novel means for installing orattaching the vehicle equipment as a unit to a locomotive or car, inorder that the vehicle equipment may be readily installed von thelocomotivel or car for cooperation with the track equipment and forcontrolling the vehicle.

A further object is the provisionf of a novel insulated rail jointincluding the isolated or insulated rail section.

A still further object is the provision of an insulated rail joint-withmeans for detecting or indicating a break-down of the insulation.

Another object is to provide means whereby the, break-down of insulationof one of the insulated rail joints or isolated rail secsof tions willcontrol the bridging means of one or more other insulated joints orisolated rail sections, to assurezof a signal being transmitted to thevehicle equipment, and

y.whereby the break-down of the rail insulation will be detected or`indicated as well as avoiding the possibility of the failure ofcautionl or danger signals or conditions being'established in thevehicle equipment.

Still another object is to provide means in` rear of the lsand applyingmeans of the locomotive or car and in advance of the wheels or contactmembers of the vehicle circuit for removing the sand from the rail orrails, whereby to avoid such wheels or contact members from beinginsulated from the rail orl rails by the sand, so as to avoid falsesignals-being given, which would occur should the vehicle circuit bebroken by the insulating effect' of the sand.

With the foregoing and other objects in View, lwhich will be apparent asthe description proceeds, the invention resides in the construction andarrangement of parts, as hereinafter described-and claimed, it beingunderstood that changes can be made within the scope of what is claimed,without departing from the spirit f the invention.

The invention is illustrated in the accompanying drawings, wherein-Figure 1 is a diagrammatical view of the vehicle or train equipment.

Fig. 2 is a plan view of the ratchet de;

vice of such equipment.

Fig. Sis a fragmentary side elevation of a locomotive showing theequipment installed and also the sand removing means,

portions being broken away and prortionsl shown in section.

Fig. 4 1s an elevation of the caution-mamtaining device, with the nearside plate or.

cover removed.

' circuits diagrammatically.

Figs. 7 and 8 are enlarged cross sections on the respective lines 7-7and 8--8 of Fig. 6.

Fig. 9 is a perspective view of oneof the sand-removing Scrapers.

Fig. 10 is'a diagranunatical view of the track equipment and circuits.

Fig. 11 1s a fragmentary diagrammatical view of the track equipmentshowing a Inodification.

Fig. l2 is a diagrammatical view showing a modied form ofcaution-maintaining device. v

The track part of the apparatus employs the traffic rails R, althoughspecial control rails 0r conducting means can be used if desired, butsuch special rails are unnecessary inasmuch as the traffic rails willsutlice in most instances. As shown, the two pairs of wheels W and Wtravel on the rails 'R, and these wheels may be the wheels of thelocomotive, tender or one or more cars, or may be special contactmembers. As shown, the wheels W belong to the locomotive (referencebeing had to Fig. 3) while the wheels W are those of a special unitattached to the locomotive, as will hereinafter more fully appear. Thetwo pairs or sets of wheels are insulated from one another, as at 7,anda vehicle control circuit 8 has itsterxninals connected to] the two setsof wheels so that said circuit will normally be closed whenever eitheror both of the rails R are electrically continuous between the wheels Wand W at the corresponding side or sides. It will be noted that byconnecting the terminalsfof the circuit 8 to the axles ofthe wheels Wand W', the circuit will be closed by both rails of the track, so thatthe possible insulation of the wheels from one rail, by sand, ice orother insulating matter on the rail, will not permit the circuit toopen, inasmuch as the other rail also completes the circuit between theopposite wheels. This provides double assurance against the accidentalopening of the train control circuit.

The control circuit 8 is opened or broken by the provision of insulatedjoints in both rails at control stations arran ed in pairs, and eachincluding an isolated rail section 9 insulated, asiat 9 from the longersections of the rails. 'When the insulated wheels or contact members Wmove on the isolated rail sections 9 which are disconnected electricallyfrom the main rail sections, the

insulation 9 will break the circuit 8. The

wheels W not being insulated from the other wheels of the locomotive orvehicle, will prevent the circuit 8 from being broken more than once asthe wheels W and W pass over one pair of isolated rail sections 9. Thus,when the wheels W are on the pair of isolated sections 9, such wheelsare electrically connected with the other wheels of the car or trainthrough the trucks and metal parts of the locomotive and tender, therebystill completing the circuit 8 through, the main rail sections, and onlywhen the wheels W move on the isolated sections 9, with the bridgingmeans open, is the circuit 8 broken. An suitable number of pairs ofisolated rail sections 9 or insulated joints in the Vrails R can bepro-` vided in series or suitably-spaced intervals at a control stationor portion of the track, whereby the vehicle or Vtrain in moving alongthe track and passing over the isolated ralsections 9 in succession,will break the circuit 8 one or more times, according to the.conditions. As shown in Fig. 10, there are two pairs of isolated railsections `9 fat the entrance to the block or between adjacent blocks,and asimilar set of isolated rail sections locatedintermediate the endsof the block for repeating the control as the vehicle is passing throughthe block, the block, as shown in Fig. 10, being the distance betweenthe wayside semaphores S.

In order to control the vehicle equipment from tthe track, under thetraic or other conditions, one isolated rail section 9 of each pair isbridged by a suitable switch 10 with the main rail sections, which arebridged or connected across the isolated sections 9 by the conductors15, thereby Inaking the main or long rail sections electricallycontinuous, whereby they can, if desired or necessary,`be used as partsoftrack circuits. The switch `l0 electrically connects the isolatedrailsections 9 with the conductor 15, thereby bridging the insulation9', in which event the circuit 8 of the vehicle equipment is not openedwhen the wheels W pass on said isolated rail sections,but when theswitch 10 is open, this disconnects the isolated rail section from themain rail sections, so that the vehicle cir- `cuit will be broken whenthe wheels W pass over the isolated rail sections. The

bridging means is only required for one rail, ,120

although it can be duplicated for both isolated rail sections of the tworails, but the one bridging means will suiice, inasmuch as the circuit 8will also be broken at the opposite side of the track if the bridgingmeans at one 'side vis opened. The bridging switches 10 of the severalisolated rail sections can Ibe operated by any suitable means. As shown,electromagnets l1 are employed for holding the switches l0 closed, andthe switches will open automatically if the mag nets are deenergized,either intentionally or by the failure ofthe track equipment, therebyproviding a positive breakin or opening of the circult 8 when the whee spass over the isolated rail sections.

Comingto the vehicle equipment of which the circuit 8 and contact wheelsW and W' are a part, such circuit is energized by an electricalgenerator 16 or other source of electrical current, thereby energizing,when the circuit is closed, the electromagnets 17 and 18 of a responsiveratchet device 19 for producingl caution and danger signals orconditions, or such other signals or conditions as may be.desired orrequired. The circuit 8 includes in series the wheels W,

' cup 56, pawl 34, armature lever 33, electromagnets l54, 17 and 18,left hand detector plate 57, generator 16, right hand detector plate57and wheels W', the parts 33, 34, 54, 56 and 57 being described more indetail hereinafter. As shown, the device 19 controls a cautionelectromagnet or device 2O and a danger electromagnet or device 21. Themagnets 20 and 21 are disposedin the. respective conductors 22 and 23,and said magnets can operate suitable signal members or controllingdevices, suchas disclosed in my copending applications Serial Nos.

3W 215,300 and 257,336 filed February 4, 1918 and October 8, 1918,respectively (now U. S.

Patents No. 1,372,457 dated March 22,1921,

and No. 1,374,954, dated April 19, 1921, respectively), although anysuitable signal- 1mg or controlling devices may be controlled, by thedeviceA 19. For purpose of illustray tion, pivoted armatures 24 Land 25for the magnets 20 and 21 are provided, which are.

normally attracted to said magnets, vvhen they are energized, and whenthe magnetsY are deenergized said armatures will swing or drop -to givecaution and danger signalsv or to produce corresponding conditions,respectively. y

The ratchet device 19 is responsive to track conditions for controllingthe vehicle equipment accordingly, and includes a ratchetwheel or'drum26 having a segment 27 normally engaged by a contact 28 to which theconductor 22 leads. A second wheel 26' is rotatable with the wheel 26and has a segment 29 normally engaged by a contact 30 to which theconductor 23 leads.

The arrangement is such, that when the Wheels are advanced one step, thesegment 27 is removed from the contact 28, thereb openin the circuit(described in detail hereinafter through the magnet 20 Whereas thesegment 29 still engages the contact 30, but when the wheels areadvanced another step, the segment 29 is also -removed from the contact30, thereby also opening the circuit (hereinafter described) of themagnet 21. In this manner, the signalling or controlling devices areoperated in succession for pro- 'opened and closedin succession.

automatically restore the caution and danger signalling or controllingdevices by closing the circults of the magnets l20 and 21. The shaft 31,to which the segments 27 and 29 are electrically connected, is connectedby a conductor 22' with the circuit 8 between the magnet 18 andgenerator 16, and themagf the conductor 23' with the circuit 8 soV t atthe magnets 20 ahd 21 receive current from the generator without beingalfected by the breaknets 20 and 21 are connected b 4ing of the circuit8 between the Wheels W and W. The circuit of the caution magnet 20includes the conductor 23', generator 16, part of circuit 8 through lefthand detector plate 57, conductor 22', shaft 31, segment 27, contact 28,one of the conductors 22 lead- 'y ing to one of the contacts 62, -aswitch 63, the other contact 62, magnet 64 and the other conductor 22.The circuit of the danger,

magnet 21 includes a switch 55, Iconductor 23', generator 16, part ofcircuit 8 through the left hand detector plate .57, conductor 22', shaft31, segment 29, contact 30 and conductor 23.

The electromagnet' 17 in the main vehicle circuit' 8 serves the purposeof advancing the wheel 26 step by step as the circuit 8 is Thus, anarmature' lever 33 is attracted by said magnet 17 and when the magnet isdeenergized said lever drops. A gravity pawl 34 is pivoted tothe lever33 to swing by gravity -againstthe Wheel 26, and said wheel has thenotches or teeth 35y and 36 for the successive engagement of said pawl.The pawl 34 carries an armature 37 under the influence of theelectromagnet 18, `which magnet serves to release the pawl fromr theratchet wheel when thev wheel has been advanced a step. The pawl swingsvby gravity against the wheel 26 when the magnet 18 is deenergized.Normally, the armature lever 33 is attracted by the magnet 17 and thepawl 34 attracted" by the magnet 18, when the circuit 8 is nory mallyclosed, and when the circuit is broken,

either intentionally or accidentally, or v Should the current fail, themagnets 17 and 18 are deenergized, thereby releasing both the lever 33and its pawl@34.k Such lever will drop and the pawl engage the notch ortooth ,35, and when the circuit 8 is again closed,

the lever 33 is attracted by the magnet 17 thereby turning the wheel 26one step, and when the step is completed, the pawl 34 moving with thelever 33 will swing the ar-l mature 37 thereof Ain` close proximity withthe pole ofthe magnet 18, so that said pawl is attracted to the magnet18 and disengaged from the wheel 26, thereby providing for the advanceof the wheel 26 and the releasing of the pawl 34 with one operation.

Means are provided for holding the wheel 26 when advanced one or moresteps, so as to maintain the signalling or controlling conditionsdependent on those conditions, and, for this purpose, a pair of catchesor detents 39 and 40 are` pivotally mounted to bear against theperiphery of the wheel 26, and said wheel has a notch or tooth V41 forthe engagement of the catch 39 when said wheel is advanced one step asabove described. The wheel 26 has a second notch or tooth 42 for` theengagement of the catch 40 when the wheel is advanced a second' step,should the circuit 8 be broken or opened the second time, resulting inthe repetition of the operation of the lever 33 and its pawl 34, duringwhich the pawl 34 willengage the second notch or tooth 36 to advance thewheel 26 the second stepm on a shaft 44 which is operatively connected`by any suitable means, as at 45, with one of lthe wheels of the vehicle.Said governor has a slide or plate 46 slid up and down by .the governorwhen the speed of the vehicle is increased and decreased, respectively.The

catches 39 and 40 have portions 48 and 49. respectively, provided withthe slots 50 and 51 receiving pins or s tuds 52 and 53carried by theplate 46. The slot 5() is of such a length that when the vehicle` istravelling at caution speed, of say fifteen miles per houry or under,the pin 52 strikes the catch 39 at the lower end of said slot andswings, the catch away from the wheel 26, and the slot 51 is of such alength. that when the vehicle is brought to a stop, the pin 53 contactswith the catch 40 at the lower end of the slot to raise the catch 40 anddisengage it from the wheel 26. The caution catch 39 andl danger catch40 are thus controlled by the governor according to the movement of thevehicle, requiring the slowing down of the vehicle to caution speed inorder to release the catch 39 and the stopping of the vehicle to releasethe catch 40.

A safety device -is provided for opening the circuit 8 if the magnet 17fails to be reenergized after the opening of the circuit 8 and reclosingof said circuit between the wheels W and W. For this purpose, an

electromagnet 54 is disposed in the circuit 8 in series with the magnets17 and 18, and normally closes a switch 55 between the magnet 21 and theconductor 23', and the magnet 54 is a slow acting one, so that theswitch 55 will only be released after an interval of time. Accordingly,if the magnet 17 is deenergized by the opening of the circuit 8 and thecircuit is again closed, the switch 55 is held closed during theinterval. However, should the 'magnet 17 become dead and fail to becomereenergized to raise the lever 33 soas to turn the ratchet device 19,then after an interval of time suiiicient for the magnet 17 to act, themagnet 54 will be come dead, thereby releasing the switch 55.

and opening the circuit of the magnet 21 to give a danger signal,thereby avoiding the possibility of proceeding with theapparatus out otcommission. The magnet'54 will only act if the magnet 17 is notreenergized in the required length of time after being deenergizedAnother precautionary arrangement is the fact that the armature lever 33and its pawl 34 are a part of the circuit 8, being connected in'serieswith the magnets 17, 18 and 54,

soy

and the free terminal of the pawl 34 dips in a cup 56 of mercury orother conducting liquid to close the circuit through said pawl withoutinterfering with the movement yof said pawl. Shouldpthe lever 33 orpawl34 be removed, or broken, either accidentally or intentionally, thiswould immediately open the circuit 8 and produce danger conditions.

A tell-tale or detecting arrangement of the circuit 8 in connection withthe insulation 7 is used, whereby the breaking down of the insulationwill result lin the apparatus giving a danger signal or condition. Thus,the circuit 8 includes the plates 57 embedded in the insulation 7between the wheels W and W', and said plates are so arranged that ashort circuit between the plates or between either plate and thecorresponding wheels W or W will cut off the currentfrom the magnets,thereby letting the equipment go to danger. Thus, the plate 57 of theterminal of the circuit 8 which extends to the wheel W is disposednearest to the metallic portions in electricalconnection with the wheelsW', and the other plate 57 is dis- A posed nearest to the frame or othermetallic be readily installed or applied by attach'-v ment to thelocomotive or car. It is preferable and convenient to use the rearwheels W of the locomotive for the purposes of the present attachment,which includes the side members 7 3 securedby suitable means, as at 74,to the bearings or frame members in which the axle 7 4 of the wheels Wis mount# ed, whereby thelmembers 73 follow in rear of the wheels W andtheir axle, and the wheels lV are disposed on an axle 7 5 vjournaled inthe members 73 at the rear ends thereof. The insulated wheels W are thuslocated between the wheels of the locomotive and tender, as seen in Fig.3. The insulation 7 is located in the members- 73, to insulate theaxles'74 and 7 5 apart,and the detector plates 57' embedded within theinsulation will cause a short circuit of the circuit 8 shouldtheinsulation 7 break down ,be--- tween the insulated portions of thecarrier members 7 3. The governor A43, ratchet device 19 andcorresponding parts are mounted on a platform 76 supported by themembers 73, and are preferably housed within a casing 77. Thus, byembodying the vehicle equipment in such a unit, it can be readilyinstalled by attaching the unit to the rear axle and frame ofthelocomotive. The casing 77 and other suitable portions of the unit arepreferably of insulating material to prevent short circuits fromoccurring. Such vehicle equipment units can be readily attached tolocomotives and cars, by having appropriate attaching means, and suchunits y can be used permanently or as a temporary installation until theequipment can be embodied, if desired, in the structure of thelocomotive or car itself. The units will therefore provide, during thecourse of transitiony in installing the equipment, temporaryinstallations, although such units may be used as permanent equipment. c

Means are provided for maintaining caution controlling conditions of thevehicle, even though the vehicle is slowed down.

Thus, the conductors 22 have branches connected to contacts 60 arrangedto be engagedA by a switch 61 carried by the governor slide 46 when thevehicle is travelling under caution speed, said switch being removedfrom the contacts 60 when the vehicle is travelling above caution speed.The contacts 60, as shown, are yieldingly supported s o as to movedownwardly with the switch 61 when the vehicle slows down. Another pairof contacts 62 are connected" to the conductors 22 in multiple with thecontacts 60, and the contacts 62 are normallyr engaged by the switch 63under the influence of an electromagnet 64 Vwhich is disposed in one ofthe conductors 22 between -one contact 60 and the corresponding contact62. The switch 63 is held closed by the magnet 64 which is in serieswith the magnet 20,.,and

.net 20 closed by the switch61, the yvehic when the ratchet device 19 isoperated oneV step, the breaking of the circuit of the magnet 20 willalso deenergize the magnet 64, thereby releasing the switch 63 anddisconnecting the contacts 62. Accordingly,.if the vehicle is sloweddown to or is travelling at caution speed, whereby the wheel 26 isreleased and returned to normal position, and the switch 61 engages thecontacts 60, to close the auxiliary circuit ofthe magnet 20, the circuitof the magnet 64 is still open lbecause the switch 63 forms a part ofthe circuit of the magnet 64 (providing a stickirelay) but not of thecontacts 60 and magnet 20. Thus, when the vehicle is travelling atcaution speed, with the ratchet device restored tov normal position, andthe circuit of the mage can proceed under caution speed, but should thespeed be increased above that permitted,

the switch 61 is removed from the contacts .60, thereby opening thecircuit of the magnet 20 and again imposing the caution control. Thus,`the switch 61 cooperating with the contacts 60 understhe control of thegovernor, will require the travel of the vehicle under caution speedwhen, a caution signal or indication has been given, resultin in themagnet 64 having beenA deen'ergized. This condition will be maintaineduntil relieved by the caution-maintaining device as presently described.The-auxiliary circuit of the magnet 20 under caution conditions includesthe generator 16, conductor 23', magnet 20, conductor 22 leading fromsaid magnet, contacts 60 and switch 61, the. other conductor 22, contact28, segment 27,\shaft i 31, conductor 22 and part of circuit 8 leadingback to generator 16.

VThe caution-maintaining device includes an electromagnet 65 connectedto the circuit 8 to be energized therefromand fulcrumed, as at 66, forpivotal or oscillatory movement, and having its coreextended into an arm67, which is offset downwardly so as to be disposed close enough to oneof the rails ofv the track, to be attracted theretol against the tensionof the spring 68 and the weight of the magnet 65. The magnet 65 carriesa switch 69 to engage a contact 70 when the arm 67 is released from itsattraction to the rail, and the switch 69 is connected by a conductor 71(attached to the switch) between the magnet 64 and corresponding contact62, while the contact 70 is connected by a conductor 72 with the upperor opposite conductor 22. In other words. the switches 69 and 63 areconnected in parallel with one another in series with the magnet 64. Thecore arm 67 of the magnet 65 remains attracted to the y rail,

'tact 70, thereby connecting the magnet 64 A is normally vin the circuitwith the magnet 20, so that the magnet 64 is reenergized to attract theswitch 63 and again close said switch. The reenergizing circuit for themagnet 6 4 includes the generator 16, conductor 22', magnet 20,corresponding conductor 22, magnet 64, conductor 71, switch 69, contact70, conductor 72, theother conductor 22, contact 28, segment 27, shaft31, conductor 22 and part of circuit 8 leading back to the generator.The switch 63 being closed will complete the circuit of the magnets 20and 64 without the switch 61, and the vehicle can then be speeded upagain, the switch 63 now replacing the switch 61 to complete the circuitof the magnet 20. In order to lrelease the arm 67 and magnet 65 from therail, the rail is provided therein at a suitable point, such as near theend of the block, with a section 78 of brass or other non-magneticmaterial, inf order that when the arm 67 passes over such non-magneticsection 'of the rail, it will be released from attraction to the railand moved by the spring 68 or gravity to close the switch 69' and thusterminate the caution control. It is thus possible to maintain thevehicle under caution control for any given distance of the track,preferably the length of a block, to compel the vehicle to travel undercaution speed through a block after a caution signal or indication, thecaution control being relieved when the vehicle approaches the endof theblock, so that if a 'clear signal awaits the vehicle in reaching thenext block, it can proceed without restriction as to speed.

The'caution-maintaining device is a partV of the vehicle equipment unit,being dis.- posed within a casing 77 attached to one of the members 73immediately over the cor responding r'ail. ,f l

A variation is shown in Fig. 12, wherein, instead of usingthenon-magnetic section o rail, an armature or member 78 of iron ormagnetic material is disposed on the track at a suitable point, and themagnet arm 67 1s not disposed over the rail or magnetic portion of thetrack, whereby the arm 67 is normally raised by the gravitation of themagnet 65. In this case, the contact is located above the switch 69 sothat the switch down in open position, and when the arm 6 ,passes overthe armature 78', it isattracted downwardly thereto as shown in Flg. 12,thereby raising the switch 69 against the contact 70 and closing thecircuit to terminate caution conditions, as above de scrlbed.

. A device is provided for removing .sand

from the rails in advance of the wheels W and W", to preventthe openingof the cir? cuit 8k by the rolling of the wheels W over the Sand.' .Asshown in Fig. 3, the sand applying pipes 80 extend downwardly from thesand container 79 andl terminate in front of the driving wheels 8l forapplying the sand to facilitate traction and prevent slipping, and thesand is discharged from the container 79 through the pipes 80 by meansof compressed air delivered through a valve 82 from a reservoir 83 to apipe 84 `leading from said valve to the container 7 9, as well known.The valve being open discharges air into thesand container for blowingthe air through the delivery pipes 80. The sand removing devicecomprises one or lmore cylinders 85 secured to the frame of thelocomotive in rear of the wheels 81 and in advance of the wheels W andW', and said cylinders are connected by a branch pipe 86 with the pipe84. A piston or plunger 87 is movable in each cylinder, and has a'depending scraper 88 projecting from the lowervend of the cylinder andprovided with alower rounded end to bear on the rail when the piston isdepressed, such piston being normally raised by a coiled spring 89within valve 82 is opened for discharging sand in front of the wheels81, air is also admitted to the cylinders 85 to depress the Scrapers,whereby they scrape the sand off .the rail, and avoiding the insulationof the wheels .W from the rails by sand. In order to assure ofsuiiicient air being delivered to the cylinders 85 to depress the sandScrapers or removers, apressure ,valve90 is preferably disposed in thepipe 84 between the pipe 86 and sand container 79, whereby the ail`cannot escape through the pipe 84 freely, and assuring of part of theair flowing to the sand removing device. In this manner, simultaneouslywith the application of sand to the rails, the sand removing device isoperated for immediately removing the `sand from in rear of the drivingwheels, and thereby avoiding the possible opening of the circuit 8 bythe presence of sand on the rails.

Each isolated rail section 9 is incorporated in a-special insulated railjoint as shown in Figs. 6, 7 and 8. The isolated rail sectiony isdisposed between a pair of fish plates the end portions of which overlapthe adjacent end portions of the main rail sections, and the fish platesandrail sections are clamped together by means of securing bolts 91,which may be suitably insulated, if desired, in accordance with theother insulation.

flanges or lips 92 extending under the base flanges of the railsections, to assist in supplates and the rail sections and also betweenK y As shown, the lower4 flanges of the fish plates have the extensionthe adjacent ends of the rail sections, and detector plates 93 arelocated between such insulating sheets between the rail sections and ishplates and detector plates 94 are also located between the insulatingsheetsbetween the ends of the rail sections. The

transverse plates 94 extend between and are connected at their edges tothe longitudinal other rail sections, alsofcreate an electricalvconnection between the detector plates and section 9. YThis is takenadvantage of for giving a signal or indication. A simple arrangementisshown' in Fig. 6 including the battery orsource of electrical energy96 having its opposite poles connected tothe rail section 9 and detectorplates 93, and an electromagnet 97 having its opposite terminalsconnected to said rail section 9 and'detector plates 93, whereby themagnet i's ordinarily energized to attract a switch or signal member 98during normal conditions. However, should the insulation break down,between the rail section 9 and one.ofv the other rail sections, causingan electrical connection of the rail section 9 and detector plates 93,the electricalcurrent will-pass through such break-down or shortcircult, thereby resulting in the magnet 97 becoming deenergizedA andthe switch or signal member 98 is kreleased to indicate the break downof the insulation, so that repairs can be made.

A typical arrangement of the track circuits is shown in Flg. 10, butother arrangements can be used as may be desired or required, within thescope of what is hereinafter claimed,l to suit different conditions. Inthe embodiment of track circuits as shown, such circuits are used withone rail of Lthe track only, but the circuits or part thereof can beduplicated lfor the other rail' also, as will be readily apparent whenthe circuits are more ully understood.- The track circuits of each blockare all alike, and Fig. shows one com lete block between the semaphoresS, wit the adjacent `ends of the blocks next to such block, and

it will be understood that the block to the left has identically thesame circuits as for the full block shown, so that the circuits to theleft of the left. hand semaphore S are the same a's those to the left ofthe right hand semaphore. The circuits of the block to the right ofthe-right hand sema hore arealso the same as those to the rig t of theleft hand semaphore. The bridge controlling magnets at the entrance andmiddle of "the block are designated 11 and 11, and the isolated railsections for such magnets are indicated at 9. and 9*, respectively, eachmagnet controlling a bridging switch 10 between the correspondingisolated rail section and conductor l connecting the corresponding mainrail sections and bridging the insulated joint and isolated railsection. One terminal of the first magnet 11 andthe first magnet 1l?,are connected by a conductor 100 with a switch 101 under the inuence ofa magnet 12 of the corresponding semaphore S, and said switch isconnected by a conductor 102 with the battery 103 or other source ofelectrical current. The other pole of the battery is connected by aconductor 104 with a switch 105' and said switch is connected byconductors 106 and 107 with the opposite terminal of the first .magnet11. A switch 108 in the preceding block|` connects theconductors 106 and107, .just the same as the switch 108 for the block following the fullblock shown in Fig. l0 is insuch full block, and it will Vbe understoodVthat the conductors 106 and 107 of each block are cconnected by asimilar switch 108 in the preceding block. The magnet 12 and a magnet 13torm part of the semaphore device,

which may be of any suitable kind, wherein the magnet 12 is deenergized'when a caution signal is given, and both magnets 12 and 13aredeenergized when a danger signal is given. The circuit of the firstmagnet 11 is completed between the battery 103 and such magnet by meansof a conductor 121 connected to the other terminal of the first magnet11, a switch 122 in the block ahead, a conductor 123, land switch 124.Thus, the opening of the switch 101 will open the circuits of both ofthe first magnets 11 and 11a, whereas the opening ofthe switch 108 willope'n the circuit of the first magnet` 11 but not the irst vmagnet 11,whereas the opening of either or both of the switches 122 and 124 willopen the circuit of the'iirst magnet 11il but' not the first magnet 11.

The second magnet 11 and second magnet 11'l are' connected by therespective conductors 109 and 110 with a switch 111 normally closed bythe magnet 13, and said switch 111 is connected by the conductor 102with the battery 103. The 'other terminal of the second magnet 11 isconnected to the conductor 107, the same as the first-magnet 11, wherebythe circuitsof both magnets 11 are controlled by the switch 108 of theblock in rear. The

nets 11b of the block ahead), conductor 107, first magnet 11, conductor100, switch 101 and conductor 102, so that the opening of any one of theswitches 105, 108 and 101 would open the circuit of the first magnet|11. Another circuit includes the battery 103l conductor 104, switch 105,conductor 106, switch 108, conductor 107, second magnet 11, conductor:k109, switch 112, conductor 110, switch 111, and conductor 102, so thatthe opening of any one of the switches 105, 108, 112 and 111 would openthe circuit of the second magnet 11. Another circuit includes a battery103, switch 124, conductor` 123, switch 122 in the block ahead,cbnductor .121, first magnet 11a, conductor 100, switch 101, andconductor 102, so that the opening of anyone of the switches 124, 122and 101 would open the circuit of the first magnet 11a. Still anothercircuit includes the battery103, switch 124, conductor 123, switch 122,conductor 121, second magnet 11, switch 113, conductor 110, switch 111,and conductor 102, so that the opening of -any oneof the switches 124,122, 113 and 111 would re sult in the second magnet 11a beingdeenergized. The magnets 11 are controlled by a switch 108 inthe block'in rear, identically the same as the magnets 11b are controlled by theswitch 108 shown in Fig. 10.

Theswitches 105, 108,112, 113, 122 and 124 are therefore disposed inthecircuits of the bridge controlling magnets for opening -the circuitsof such magnets and thereby opening the bridges across the insulationofthe isolated rail sections should breakdowns in the insulation occur,whereby signals are given and the vehicle controlled notwithstanding thebreak' down of an insulated joint and the failure thereof to function.The detector or tell-tale circuits include a battery 1 15 or othersource of electrical energy having conductors 116 and 117 connected toits opposite poles, and the conductor 116 is connected to the detectorplates 93 of the isolated rail sections, while the conductor 117 isconnected to such isolated rail sections. A magnet 118 controlling theswitch'112has its opposite terminals connected to the first isolatedrail section -9 and corresponding detector plate 93', whereby suchmagnet is normally energized to close the switch 112, when theinsulation holds up. Similarly, electromagnets 119 and 120 are connected(in series as shown) with the second isolated rail section 9 and itsdetector plates 93, and said magnets are thus normally energized toclose the respective switches 124 and 122. A magnet 125 has its oppositeterminals connected to the first isolated rail section 9* and thecorresponding detector plates, for holding the switch 113 closed, and.magnets 126 and 127 are conmos nected (in series as shown) with thesecond isolated rail section, 9p and corresponding detector plates 93for holdingv the corresponding switches 108 and 105 closed. The magnets118, 119, 120, 125, 126 and 127 be ing connected to the detector platesand isolated rail sections, will be connected in cirf cuits Ywith thebattery 115 whose lead conductors 116 and 117- are also connected to thedetector plates and isolatedvrail sections, the circuits of the severalmagnets being readily traced in Fig. 10. Should an insulated joint breakdown completely so as to leave little or no resistance between the railsections, then a short circuit would be established, and none of themagnets just referred to would be energized, thereby opening all of theswitches controlled by said magnets. However, the break-downs ininsulation are not .usually complete, so that suicient resistance wouldstill remain so that only the corresponding magnet would be deenergizedwhile the remaining magnets would be receive sufficient current to keepthem energized.

The operation of the apparatus is as follows :-In clear conditions, theswitches of the track circuits are all closed, with vthe bridges acrossthe insulation between the isolated and main rail sections closed, sothat the circuit 8 of the vehicle will re main Iclosed as the vehiclepasses the isolated rail sections, thereby maintaining the vehicleequipment in clear condition unless there is a'failurex of current, ashort circuit, or

the like, which will result in a danger or caution signal.l Should thesemaphore or other control mechanism be set for caution,l the magnet 12is deenergized to release the switch 101., thereby opening the circuitofthe first magnets 11 and 11, so that the `corresponding switches 10 areopened., Con- "the magnet 17 will turn the wheel 26 one step, and thepawl 34 is then removed from the wheel by the magnet 18. The catch 39will drop into the notch 41 of the wheel 26, to retain said wheel incaution position, with thesegment 27 removed from the contact 28, toopen. the circuit of the magnet 20, so that the armature 24 will drop togive a caution signal or controlling condition. It is then necessary forthe vehicle to slow down to caution speed, in order to restore thedevice 19 by disen ging the catch 39 from the. 4wheel 26.- `.en suchcaution signal is received by the vehicle equipment, the magnet 64 beingdeener ized with the magnety 20 releases the switc 63,

magnet 65 attracted to the rail. Such caution control is maintaineduntil the arm 67 is released from the rail by passing overthenonmagnetic section 78 whem nearing the end of the block. The releasingof the arm 67 and closing of the switch 69 against the contact 70 willreenergize the magnet 64 to again attract the -switch 63, and therebyrestore normal conditions.

Under danger conditions, with the magnets 12 and 13 both deenergized andthe switches 101 and 111 opened, this will open the circuits of all ofthe magnets 11 and 11, thereby opening both bridges of'each pair.Thereby, when the Wheels W pass over the isolated rail sections, thedevice 19 will be set to caution position by the first breaking andreclosing of the circuit 8,

and the wheel 26 is held by the catch 39,

and when the circuit is opened and closed the second time, thel lever 33and pawl 34 are released from and again attracted to the magnets 17 and18, whereby the pawl 34 engages in the notch 36 and advances the wheel26 a second step so that the catch will drop in the notch 42, therebyretaining the wheel in danger position. The

vehicle must then come t0 a stop in order to remove the catch 40 fromthe notch 42. Such ratchet device canL be under lock and key to avoidtampering therewith or unwarranted release of the controllingconditions, such as when necessary to proceed tol the next station formaking repairs or adjustl ments, if the' Aequipment is out of order,

or if the danger conditions have' been eliminated and the track cleared,or the like. It will be noted that should the magnet 17 fail to be-reenergized to pick up the armature lever 33 for turning the wheel 26to 'either position, when the circuit 8 has been broken and closedagain, due to the failure of current, short circuit, orthe like, themagnet 54, will, after an interval, release the switch 55, therebyopening the circuit of the danger magnet 21 to give a danger signal orcondition.

The break downof the insulation 7 will also give a Ldanger signal orcondition, as well as the break down of the rail insulation. Thus,should the insulation of the first rail section 9 break down, this wouldcreate a short circuit between such rail section and the correspondingdetector plates 93, whereby the )current from the battery 115 is cut ofrom the magnet 118, thereby releasing tion of the first isolated railsection has broken down. The break down of the insulation ofthe firstrail section 9 will similarly ing bridge.

deenergize the magnet 125 and release the switch-113, so as todeenergize the second magnet 11a and open the second' bridge at thecenter of the block. Should the insulation of the second rail section 9break down, the magnets 119 and 120 will become dead,

thereby releasing the switches 124 and 122 will open the circuits oftheisolated rail sections in the block preceding, thereby providing 5fordanger signals as the train approaches the broken-down insulation andpasses therefrom into the block. Similarly, should the insulation of thesecond rail section 9a break down, this will deenergize the magnets 126and 127 to release the switches 108 and 105. The switch 105 being openedwill open the circuits of both magnets 11, and the switch 108being'opened will open the circuits of the magnets 11b of the nextblock, thereby giving danger signals when the vehicle enters eitherblock. y With such an arrangement, the break down of the rail insulationwill Yassure of caution or danger signals being given, and the vehiclecannot therefore proceed without at least receiving the proper signal,and the defect will therefore be quickly noted so that repairs can bemade promptly. L

A variation in the tell-'tale circuits for the rail insulation isn shownin i 11, only a simple arrangement being i ustrated, although it can beenlarged similar to the ar-v rangement shown in Fig. 10.- .lThus, thesecond mag-net 11 has its opposite terminals connected y the conductors130 with the `first rail `section 9 and its detector plates 93, forconnecting said'magnet 11 with the conductors131 which are alsoconnected to the first rail section 9 and its detector plates 93. Thus,a break downof the insulation between the first rail section 9 and otherrail sections, will create a short circuit between such rail section 9and the detector plates 93. This will cut oi the current from the magnet11, which will therefore open the correspond- With this arrangement, thesame as 1n the one shown in Fig. 10, the breaking of a conductor orconnection will also open the detector circuits in the same way.

Having thus described the invention, what is claimed as new is;-

1. Vehicle controlling apparatus including main rail sections, anisolated rail section between them, ish plates secured to the adjacentend portions of the main rail sections and supporting the isolated railsection between them, insulation between the rail sections and shplates, detector plates in said insulation, and a detector circuitincluding the isolated rail section and detector plates.

2. Vehicle controlling apparatus including a rail having a plurality ofinsulated joints, bridging means for said joints adapted to be openedand closed, and means whereby the breaking.l down of the insulation of ajoint will openthe bridge of another joint.`

3. Vehi' e controlling apparatus including a rail having a pluralityof'insulated joints, bridging means for the joints, a vehicle circuitnormally closed by the rail and opened when passing said joints with thebridging means open, and an electrical detector circuit or each jointand controlling the bridging means of another joint whereby the breakingdown of the insulation of the corresponding joint will open the bridgeof the other joint.

4. Vehicle controlling apparatus including aerail having a plurality ofinsulated joints for breaking a vehicle circuit, bridging means `4:forsaid joints adapted to be opened and closed, detector plates YJembeddedin the joints, and a detector circuit for each joint including thecorresponding detector plate and controlling the bridge of another jointto open such bridge should the insulation break down.

5. Vehicle controlling apparatus including a rail having a plurality ofinsulated joints y for breaking a vehicle circuit, bridging means forsaid joints adapted to be opened and closed, electromagnets formaintaining said bridging means closed, and electrical connections foreach joint including the magnet of another joint whereby the 4breakingdown of the insulation will result in such magnet being deenergized foropening the bridge of the other joint.

6. Vehicle controlling apparatus including a railhaving a plurality ofinsulated joints, for ,controlling a vehicle circuit, switches forbridging said joints, electromagnets for holding said switches closed,detector plates embedded in said joints, and an electrical circuit foreach ,joint including the` corresponding detector plate and controllingthe magnet 'of another joint whereby the breaking down of the insula-'ti on will result in such magnet being deenergized to pen the switch ofthe other joint. 57. Vehicle controlling apparatus embodying arailhaving insulated joints,bridges for said joints, and means soarranged. that when the insulation of one joint breaks down the bridgeof another joint'is opened.

8. Vehicle controlling apparatus including a rail having insulatedjoints for controlling a vehicle circuit, a bridge for each joint,electromagnets for holding the bridges closed, and a detector lplate inone joint forming part ofA a circuit controlling the magnet of anotherjoint for the deenergizay'tion of such magnet should the detector plategage a rail of the track, insulation for insulati'ng said contact memberfrom the locomotive, a vehicle circuit including said contact member anda portion of the locomotive to be completedby the rail and to be brokenby insulated joints in the rail, said unit also including a responsivedevice in said-circuit and governor controlled means for said deviceconnected to an axle of the locomotive.

10. Vehicle controlling apparatus including a vehicle equipment unit forattachment to a locomotive to follow in rear thereof in front of thetender and having a contact member to travel -on a rail of the track,insulation for insulating said contact member from the locomotive,responsive means connected in circuit with said contact member and aportion of the locomotive for the breaking of the circuit in passing aninsulated joint of the rail, a governoroperated from an axle of thelocomotive and means for controlling said responsive means from thegovernor.

1 1. Vehicle controlling apparatus including a vehicle equipment havinga contact member to bear on a rail for completing a vehiclecircuit, sandremoving means in advance of said member comprising a cylinder, a pistonworking in said cylinder, a scraper carried bv the piston to bear on therail, and means for admitting pressure fluid into said cylinder.

12. Vehicle controlling apparatusincluding in combination with sandapplying means, a vehicle equipment' having'a contact member to travelona rail of the track for closing a vehicle circuit, means operable forremoving the sand fromthe rail in rear of the sand applying means and inadvance of said contact member. and operable simultaneously with thesand applying means.

13. Vehicle controllinmapparatus including in combination with the airpressure sand applying means 'of a vehicle including a valve and a pipe.for delivering the sand to a rail of the track, of a vehiclecontrolling equipment including -a contact member to bear on the rail inrear of said pipey for controlling a vehicle circuit, and a pneu matlcsand remover having a scraper -to be .moved against the rail betweensaid pipel and contact member, and a connection beltween the. sandremover and sand applying` means for operating the sand removersimultaneously with the application -of sand.

14. Vehicle controlling apparatus including a railhaving a plurality ofisolated insulated sections for controlling a vehicle circuit, switchesfor bridging the isolated and main rail sect-ions across the insulation,electromagnets for holding said switches closed, detector platesembedded in the insu- -lation between the isolated and main railsections, and an electrical circuit for each .isolated rail sectionincluding the corresponding detector plate and controlling the magnet ofanother isolated rail section lwhereby the breaking down of theinsulasections for controlling a vehicle circuit, a

bridge for each isolated rail section to con` nect it with the main railsections across the insulation, electromagnets for holding the bridgesclosed, and a detector plate in the insulation of one isolated railsection forming part of a circuit controlling the magnet of anotherjoint for the deenergization of such magnet should the detector plateform a part of a short circuit in the corresponding isolated railsection'joint.

17. Vehicle controlling apparatus including a rail or conductor havinginsulated isolated sections and main sections, controlled bridges forconnecting the isolated and main sections across the insulation, and avehicle controlling equipment including a circuit normally closed bysaid rail or conductor and having a contact member to pass over saidisolated sections and to open the circuit one or more times when thebridges are opened, and means operated by the breaking and closing ofsaid circuit one or more times 4for producing progressive controllingconditions.

18. Vehicle controlling apparatus including a magnetic rail, a vehiclecontrolling circuit normally closed by said rail, said rail havinginsulated portions for opening said circuit, means for bridging saidinsulated portions to preventthe opening of said circuit, meanscontrolled by said circuit for producing predetermined controllingconditions, means for maintaining such conditions including a magneticmember attracted to said rail, and a non-magnetic section in said railfor releasing said member to relieve said conditions.

In testimony whereof hereunto atlix my signature.

, ALFRED L. RUTHVEN.

